openinverter forum

Hi all.
I've been working on an electric motorcycle for several months now.At the moment, the transmission and the motorcycle have been tested. Battery 24S12P (86v). Mg2. inverter Prius gen 2. (fstat=khm/h)More info later, need help now. Tested for 44v, 72v, and 86v, the torque is excellent, but the maximum currents are not more than 78A.
lqminusld and fluxlinkage Can influence it? Or direction of current is wrong? p.s. Sorry, sometimes use a Translator)

That looks awesome.

Today I tested different combinations. Parameters from the forum, measurements and pdf for Toyota Prius. More than 80A has never been. I use LG chem 18650 batteries. Therefore, I can’t determine if the current is limited due to the battery or inverter parameters.
"Evaluation of 2004 Toyota Prius Hybrid Electric Drive System":

Motor voltage constant 1.338 Vrms/Hz

Prius based on static measurements: 5 mH and 1.92 mH,

>>lqminusld 3,09mH
>>fluxlinkage 74mWeber
But in the end I got this data, IDC is calculated in terms of phase currents, so this is inaccurate. The measurement was carried out through a current meter:

Strange that the magnitude of id is larger than iq? (I think? Maybe not)

If your battery is limiting things, udc will drop as you increase current demand (resistive losses in the pack and wiring).

It may be that the (relatively) low udc combined with a relatively high inductance motor just doesn't allow sufficient current to flow? Do you still have the boost converter from the prius inverter? Another heavy lump to carry around, but could boost your udc to 300V or more.

Alternatively, you could maybe improve performance by fitting a smaller front sprocket (more torque) and relying on field weakening at higher speeds?

If your values for lqminusld and flux linkage are right for your motor then I think you need to change fwcurmax to something like -40A.

You can try the over modulated firmware
https://openinverter.org/forum/viewtop ... ion#p48964

Seems to gain most people who’ve tried 10%

But realistically you are going to need to up your battery voltage a lot

mjc506 wrote: ↑Thu Feb 02, 2023 4:36 pm Strange that the magnitude of id is larger than iq? (I think? Maybe not)

If your battery is limiting things, udc will drop as you increase current demand (resistive losses in the pack and wiring).

It may be that the (relatively) low udc combined with a relatively high inductance motor just doesn't allow sufficient current to flow? Do you still have the boost converter from the prius inverter? Another heavy lump to carry around, but could boost your udc to 300V or more.

Alternatively, you could maybe improve performance by fitting a smaller front sprocket (more torque) and relying on field weakening at higher speeds?

Since this is a motorcycle, I am limited by the maximum weight. The first battery was 44v) but 5.4 kWh. Boost converter did not want to put it so it's 3.23kg. But I will definitely try.

Pete9008 wrote: ↑Thu Feb 02, 2023 4:42 pm If your values for lqminusld and flux linkage are right for your motor then I think you need to change fwcurmax to something like -40A.

I tried without FW,because the speed suits me, vnom = 87.12v-> 65hz-> 65kmh. At 0, - 40 and - 95, butthe current consumption has not changed

Ev8 wrote: ↑Thu Feb 02, 2023 4:45 pm You can try the over modulated firmware
https://openinverter.org/forum/viewtop ... ion#p48964

Seems to gain most people who’ve tried 10%

But realistically you are going to need to up your battery voltage a lot

I'll try it

PRuslan wrote: ↑Thu Feb 02, 2023 8:33 pm I tried without FW,because the speed suits me, vnom = 87.12v-> 65hz-> 65kmh. At 0, - 40 and - 95, butthe current consumption has not changed

Ah, in that case, I'd go with smaller sprocket and enable field weakening

Your parameters suggest you are already using field weakening

Could your battery be reconfigured to have fewer parallel connections and more series? Increase voltage without more weight?

Bigpie wrote: ↑Fri Feb 03, 2023 7:02 am Could your battery be reconfigured to have fewer parallel connections and more series? Increase voltage without more weight?

Unfortunately no. Also I am limited to 120A>10sec

EDIT1: After analyzing the advice, I came to a decision. The rated voltage of the battery is 87V, the recommended maximum current is 120A, which is 10.5kW. Due to the high inductance, the motor does not consume more than 80A at any voltage from 36 to 100V. Therefore:
10.5 kW / 80a =130v.
fstat=130V/1.338V/Hz=97(Hz),
this will allow you to reach speeds of up to 97 km / h without FW.
Can I connect a booster converter to the VCU to provide a PWM signal? Or is it better to have a separate microcontroller with voltage / temperature monitoring and variable PWM duty cycle?

PRuslan wrote: ↑Fri Feb 03, 2023 8:40 pm Can I connect a booster converter to the VCU to provide a PWM signal? Or is it better to have a separate microcontroller with voltage / temperature monitoring and variable PWM duty cycle?

see here: viewtopic.php?p=50226#p50226

Mg2 is too heavy and has a very high inductance. I redid it on mg1 and am very pleased with the result. Now I'm setting it up, because after 35 km / h (74 Hz or 1100 rpm) the power drops

Full throtle.This is the best performance I have achieved after trying to tune the engine. But it is not possible to achieve 12 kW stably
Can I equalize the current consumption? Maybe resolver or reverse?
EDIT1: regen not working
EDIT2: could it be te engine saturations?

Dyno test

Looks awesome! could you find a smaller inverter and use the space to increase the battery voltage?

bigmotherwhale wrote: ↑Mon Oct 09, 2023 2:51 pm Looks awesome! could you find a smaller inverter and use the space to increase the battery voltage?

I don’t plan to increase the voltage, the bike is a cross bike and it will be difficult to seal everything well. I've been trying to flatten the ability curve for several months now.

Maybee you could grab a Kia HSG they are pretty cheap, that might give you more power at lower voltages.